Daviess County, Kentucky - Chapter 7: Material Progress, 1883

Chapter 7: Material Progress

Tlie progress which a community makes in material resobrees and wealtli cannot be exhibited in any way except by tabulated results, so that a fair comparison can be made. Hence this chapter is mostly statistical, and is designed rather for reference than lor continuous reading. The increase of population necessarily comes in this connection, so that one can see what a given number of people can acconiplisli trom time to time, under the varying circumstances. The census, tlierefore, naturally comes first, in the presentation of this subject.

City And Villages

Very little conlidence, however, is placed in the foregoing returns. The Directory of 1882 contains 2,898 names for Owensboro, which, multiplied by four (tlie universal rule), gives 11,592 for this city and its suburbs. Again, in the above table, Oakford is made to contain fifty per cent, more inliabitants than Masonville, which is certainly a great error. In 1873 Daviess County was the fifth in the State in point of population.

Census Of 1S69

In 1870 there were 6,032 horses in the county, 858 mules, 7,890 cattle, and 11,236 hogs over six m.onths old. This year there were also 1,386 farms and 125 productive establishments.

Hat Crop

may be set down as the largest tobacco-growing county in tlie State. Our corn crop for 1870 was perhaps the largest ever grown in the county; but our people are far behind many counties ii: their hay crop."

The great staples are corn and tobacco. About 1,500,000 bushels of corn would be considered a full crop for a good season. The largest crop of tobacco ever grown was raised in 1872, and marketed in 1873. It is known by tobacco men as the crop of 1873, and amounted to 12,087,000 pounds. The same year the corn crop was 1,300,000 bushels. In a fair average season the tobacco crop averages about ten pounds of tobacco to each bushel of corn.

The land is peculiarly adapted to timothy, red clover, red top and orchard grass, and the rich hilly lands produce fine blue grass. In fact, bine grass seems to be spreading, or spontaneously growing over nearly every part of the county. Wheat, rye, oats and bstrley generally do well, the wheat crop occasionally averaging twenty bushels per acre, and not unfrequently an individual crop runs over thirty bushels per acre. Potatoes and all vegetables of the climate are cultivated with success. About 900 pounds of tobacco and forty bushels of corn are fair average crops per acre. W. S. Stone once raised 123 bushels of corn per acre on a field of twelve acres, thirteen miles below Owensboro, on the Ohio River. The ground was accurately surveyed and the corn correctly measured.

was first organized -about 1850; had its annual fairs with more or less success until about the beginning of the civil war, when it was neglected. After the war a new company was formed, with the same or a similar name, borrowed $35,000 and bought and fitted up grounds near the new cemetery. These grounds comprised about twenty-five acres, and were by nature possessed of a beautiful alternation of cleared land and forest. The people were energetic and took sp^3cial pride in furnishing and ornamenting the place; several counties participated.

At the first fair, iu the fall of 1866, 5,000 to 6,000 people were present, at least four days out of the five. Many horses from other counties were on exhibition, as well as some fine cattle and sheep; but there were no hogs. On the first day there was a splendid display of quilts, jeans, linseys and agricultural products. Also of garden and field products, needle-work, domestic manufactures, fine arts, etc., vying with any previous fair in the State. On the second day was the exhibition of cattle, sheep, mules, draft and fine horses. On the third day tine horses constituted the principal show; in the afternoon lady equestrianship. An elegant $50 saddle was awarded the best lady rider. There were fonr contestants. In the gentlemen's equestrian ring there were sixteen entries. The programme of the fourth day was similar to tiiat of the third. On tlie fifth and last day, gentlemen's riding and tournament .of the Seven Knights.

The usual dissents from the decisions of the judges were expressed. The lady equestrianism was fine. The weather was beautiful throughout the time of the fair, and many visitors were present who had never before attended a fair. Says the Monitor: " There were so many agreeable incidents that we despair oi giving our readers an idea of this pleasant 'reunion' of friends and acquaintances, many of whom had not seen each other since they were separated by war's rude alarum. Not an event occurred to mar the harmony of the exhibition." Music was furnished by the Louisville Silver Band. Aristocratic hops were given at night.

The fair of 1867 was held the second week in October, and was even better, in nearly all respects, than that of the previous year. Receipts, $6,000. The Louisville Star Brass Band furnished the music. Among the little curiosities was a miniature steamboat, made from cornstalks by a colored boy fifteen years old, a servant of Captain Belt, of Livermore. The model and workmanship was perfect.

The fair of Oct. 9-13, 1870, was also quite successful. The weather was damp on the first day, but fine during the rest of the term. A large number of visitors were present from abroad.

The fair of Oct. 8-12, 1872, was another success, the weather being fine. The proceeds were sufficient to pay all expenses, besides interest on the debt and a surplus. Many visitors were here from abroad. Dr. W. S. Woolfolk, President.

The other fairs, not mentioned above, were generally not so well patronized, and the expenses on the whole were rather greater than the receipts, so that, by the year 1874, the fair grounds were sold, to satisfy a claim of $s,000. A third company was then formed,

This wii;^ a juint stock assor-i.-iti'Mi, i>>niiiu- seventy-live sharci. ;it $ln() eacli, which were reailily t;ii<i'n. -May 2, thio year, the coinpanv elected George W. Lcet, Pre>ic.lent; Dr. C. li. Todd. \'ice- Prosident; Ed. T. Moorman, Secretary; P. T. AVatkms, Treasurer, and a Board of Directors. The limit of memhershij; ^vas fixed at l(tO. Eiglity-two had enrolled their names, most of whom had also paid in twentj'-five per cent, of their subscription. .-V constitution and by-laws were adopted.

The fair of 1878, the first week in October, was favored with a finer exhibition of stock than had ever before been shown in the Green River region. Pecuniarily this fair was a satisfactory one.

Of the fair of 1880, the first day was beautiful; but the weather the other four days was generally so unfavorable that the receipts fell short of what were anticipated. Had the weather remained good, the company would probably have cleared about S2,0n0.

The fair of Oct. 5-8, ISSl, was largely attended. The amphitheater, which holds 10,00ii people, was, on the principal day, crowded to its utmost. The hosre-racing on this occasion was very exciting. The whole week passed ofi' pleasantly and profitably.

At a meeting of the farmers of this county, at the court-house April 10, 1869, for the purpose of organizing a farmers' club. Dr. J. Q. A. Stewart was called to the chair, and H. P. Tompkins elected secretary. A committee C)f five was ajipointed to draft suitable resolutions and provide for a permanent organization, and report at the next meeting, on the 24th.

The appointed day arrived, and the (.-oinmittee made their report. A constitution and by-laws were adopted. The object of the association was declared to be " to advance the ireneral interest of atrriculture in this portion of Kentucky; to spread intelligence of the markets for stock and other farm prudnets, and by mutual consul- tation protect their interest against undue advantage being taken of them ; to bring together the experience as to the best method of cultivating the various crops; of breeding and raising stock; of the various descriptions of the best farming implements; and embracing also the interests of horticulture, fruit-raising, the dairy, etc. "

For the ensuing year John H. McFarland was unanimously elected President; J. Q, A. Stewart, Vice-President; H. P. Tompkins, Secretary; A. C. Sutherland, Corresponding Secretary, and Camden Riley, Treasurer.

The regular meetings of the club were to be at che eourt-house, on the last Saturday of each month, at 1 p. m. ®ie llbur arrived for the .first meeting under the permanent orgailte«>ion, and the club met. Tiie most important business transacted was unanimously to adopt a resolution recommending the " Farmers' Home Journal, " published at Lexington, Ky.

At the next meeting, June 26, the attendance was slim, owing to the busy season among farmers. An exciting discussion was had, however, over a I'esolution for conferring with parties in the Northern States with reference to the labor system. The resolution was laid on the table. The cultivation of Indian corn was chosen for discussion at the next meeting.

Having no further accounts of the meetings of this club, we presume that its death took place soon after the above date, and that there were not many friends present when it died!

In the winter of 1868-'9a company was formed with the above name, for the purpose of manufacturing sugar from sorgho; and on Jan. 20, 1869, a committee, consisting of Dr. J. Q. A. Stewart, J. Balee and E. Guthrie, reported that they had seen very good sugar made from the juice of the sorgho cane, and that its manufacture was practicable; but from some cause the enterprise was never pushed on to success. Since the modern process for whitening cane sugar and for the manufacture of glucose have been brought to such perfection, sorgho (or sorghum) manufacture can not compete with them.

Importation Of Foreign Labor

Negro farm hands demanded $200 to $250 a year, and cooks $25 to $125. At the close of the war, when greenbacks were more plentiful than specie, and the negroes about all free, the prices of labor rose to an alarming extent. An effort was therefore made by several philanthropic citizens, foremost of whom was C. R. Milne, to induce immigrants from Scotland. Su bscriptions were raised, and the assistance of Henderson County promised, with a view of sending over an agent to Scotland to encourage immigration to Kentucky. Mr. Milne promised to give his time if the citizens would bear his expenses for a trip to the old country for this purpose; Ufit the whole project was finally dropped, through sheer neglect, before any immigration was effected.

Green River Navigation

The first act for improving the navigation of Green River was passed Feb. 16, 1808. It laid upon the several County Courts, through or by which the navigable portion of Green River passed the responsibility of clearing out that stream and keeping it iu navigable condition, requiring overseers annually, in July, August and September, to " work it " with hands from the neighborhood, namely, to remove all fish-pots, all dams not erected under authority of the Legislature, and all logs; to cut aijd clear away all projecting timber; to shrub all points of islands, and to remove any other obstructions in the channel. Hands were "exonerated by the payment of seventy-five cents per day." An amendatory act Jan. 10, 1811, declared the navigable part of the river to be that below the mouth of Knob Lick Creek, in Casey County, which a year later was changed to that below the Adair County line.

The navigation of Green and Barren rivers was the first to seriously engage the attention of the State. In 1833, $526 was expended upon it in surveys; in 1831, $15,272 was expended for engineering ar.d works upon the locks; and in 1835, $40,033 - all this before any expenditures were incurred upon other rivers. The total estimated cost, in 1831, of four locks and dams in Green River and one in Barren River, was $290,988, or within a fraction of $862 per mile. This system of improvement embraced 180 miles in Green and Barren rivers connectedly, thirty miles in Green River above the mouth of Barren, thirty in Muddy River, nine in Pond River, and nineteen in Rough Creek - 268 miles in all. A lock in Rough Creek, to cost $14,891, would extend the navigation up to Hartford, Ohio County, a little over twenty-eight miles from its month; and a lock in Pond River, to cost $15,340 would extend its navigation to thirty miles. The total anioimt paid by the State for these works up to Nov. 20, 1837. was $243,194:, while less than one third this amount was paid on all the other rivers together. The total amount expended to complete the permanent navigation upto BowlingGieen, requiring four locks in Ureen and one in Barren river, was $859,126.79, which included $34,055 for hydraulic lime.

In thirteen out of twenty-three years, 1843-'65, small dividends were realized by the State from this line of navigation - from $32 in 1859 to $5,610 in 1855; but more than these sums were paid back for repairs in other years, namely, $4,811.07 - the gross expenditures being $2«9,813.66, and the gross receipts, $265,002.59. The cost of the improvements turned out to be nearly five times the estimate.

Green And Barren River Navigation Company

was organized about 1868. consisting of Jolin Eobinson, "Wm. H. Payne, O. P. Johnson, D. R. Haggard, F. M. Allison, A. C. Turner, H. C. Murray, John V. Sproule, E. B. Seeley, W. S. Vanmeter. C. J. Yanmeter, Wm. Brown, and M. D. Hay. A thirty-year charter was granted this company by the Legislature, on condition that they at the expiration of their charter would turn over the river to the State in as good condition as they found it. The company represented to the Legislature that the river was an expense to the State, and thus secured the grant of adroitly worded franchises. Tlio river aotuaih^ had always yielded a net revenue to the State, but there was an apparent loss during the war, owing to an unawarded claim; and this fact was " made the most of" by the raiders, who obtained their deceptive charter and proceeded to carry out a perfect monopoly of G-reen River navigation.

"When this chicanery was discovered about ten years afterward, an attempt was made in the Legislature to revoke the charter, but failed. A renewed attempt was made at the next session, lS79-'80 which was sustained by both branches of the Legislature. The company, however, refused to give possession of the rivers, and the State brought suit in the Franklin Circuit Court for recovery, and obtained a decision in its favor; but the ease was referred to tlie Court cif Appeals, whicli reversed this decision, holding that the Legislature eonld not revoke the chai'ter. In order to manipulate tlie court, the company succeeded in getting a man placed upon the judicial bench who had been an attorney for them in all their lawsuits. The corporators were men of wealth and influence.

In the Legislature of 18Sl-'2, another effort was made to remedy the evil, in a manner quite different from the preceding, but before the bill reached the House the Legislature adjonrned; and thus the matter stands at the present writing (February, 1883).

About 1855 a stock company was organized to build a plank road toward Liveriaore; but after ]>laiiking live miles, they completed their wm-k as a gravel road company, placing about nine inches of gravel on the track to a distance of twelve miles from Owensboro. Tliis has proved to be a great improvement, well repaying the cost.

The present company was organized in the spring of 1882, incorporated as a stock company, to gravel all the eastern roads in the vicinity of Owensboro for a distance of five miles out. They fixed the shares at $50, of which 3.50 were taken. They iiave supplied three miles of road with gravel, and their enterprise promises to pay liberal dividends, from receipts at the toll gate. J. W. M. Field is the President and Plugh A. Williams, Secretary. Board of Directors - M. V. Monarch, J. W. M. Field, Allan Reid, J. H. Bell and G. W. Williams.

Loii.lifv'Ue o.nd OnusnHhoro Tdegr'iph Company. - May 4, 186fi, at ii meeting held in this city, $50 was ordered to constitute a jiliare, and each share one vote. B. Bransford was elected President. C. B. Hicks, Secretary, and W. B. Tyler, Treasurer. Aboard of directors sviis also elected. X. ]\r. Booth was chosen Snyjerintendent of the lirie. The president and directors were given full power to ci.uitract for the construction of the line, call a meeting of the stockholders in certain ca'^es, etc., complete control of the line b('in2 i>iitC'f"i in tlieii' hat>ds.

This company commenced building their line in April, 1866, and completed it the next year - the first telegraph line ever built in Daviess County. This telegraph was operated until the winter of 1873-4:, when it was abandoned.

Owensboro c& Evansville Telegraph Company was organized in September, 1875, as a stock association, with a capital of $2,500, shares at $50. James Weir was elected President and John W. Porter, Secretary, Treasurer and Superintendent. The stock was immediately taken, and the line at once put up, and business commenced. In the summer of 1876 they entered iito a contract with the Western Union Telegraph Company, since which time they have co-operated. Present officers: S. D. Kennady, President; John W. Porter, same offices as at the first. It will be inferred from the foregoing facts that Mr. Porter is the prime mover and supporter of the present telegraph facilities which Owensboro enjoys.

In the present age railroads are the main factors of cities and towns, and a general prosperity itself. Woe unto that town or community that is left out in the cold by the contests of money kings and railroad giants! In this respect Daviess County has been rather unfortunate, not having a railroad until 1870, and but a small piece of one at that. It seems, however, to be not the fault of the people here, but the natural result of stock manipulations among lovers of money, blind often to their own pecuniary interests.

In 1826 a railway was built by Robert Triplett, three quarters of a mile iu length, from the Bo/; Harbor Hills to the Ohio River, - the first built in Kentucky and probably the first in the West. It was probably operated by mule-power.

A railroad was proposed from Owensboro to Callioon as early as 1848, and stock was taken in it by a number of individuals; but a proposition for aid or right of way being submitted to -the people, it was voted down by a heavy majority; and thus ended railroad scheming in this county for many j'ears.

Jan. 10, 1806, the Owensboro Monitor formally opened out iu favor of a railroad south to Callioon, as a means not only of building up Owensboro, but of even keeping it up to the level it had attained among sister towns. Two weeks afterward it still further urijed tlie advantages of a railroad, both to the company building it and to Owensbovo and the couiitrv ar(mnil j^enerally. In subsequent i^sa-:-s correspondents supported tl-e editor in his earnest appeal.'.

Nov. [} following a meeting of the citizens of Owensboro was lield, when Dr. W. D. Stirman was chosen Chairman and G. W. Ray, Secretary. A committee was appointed to secure a revision, by the Legislature, of the old charter of the Russellville & Owensboro Company, approved March 2, ISfiO, and another committee was appointed to ask aid from the city of Owensboro, through the Council. Dec. 3, at a meeting of the citizens of Muhlenburg County at Green ville, a request was published for a general meeting (jf parties all along the line to take place at Greenville; and accordingly about seventy-five represer)tative citizens were appointed by Daviess County mass-meeting at Owensboro Dec. 15, to attend in a body the general convention at Greenville, to devise means and awaken a common interest for an early completion of the railroad. The delegation attended, and reported favorable progress. The people of McLean and Muhlenburg counties wanted to trade with Owensboro, and therefore were largely interested in the road. Not only farm produce, stock and lumber, but also coal in vast quantities were to be shipped.

During the spring of 1867 addresses were delivered to the people of the county by Messrs. McIIenry, Hardin, Arch and Isaac Sutherland, Triplett, Sweeney, Weissinger, Taylor, Jones, Craycroft, Sims and Elliott, urging the people to vote for the county taking $250,000 stock in the railroad, which they did April 16, giving 437 majority in the county, and 921 in Owensboro, for the stock. A few days afterward the commissioners appointed a board of canvassers for every precinct to secure subscription of stock, which was taken in $25 shares. The commissioners for Daviess County were Dr. W. A. Hickman, T. B. Hardin, H. W. Scott, Geo. W. Swoope and Dr. W D. Stirman. In September Dr. Hickman was elected President, A. L. Ashby, Secretary, and T. S. Anderson, Treasurer, and every department of the business set in operation.

Meanwliile Hon. T. C. McCreery and Camden Riley opposed the enterprise as proposed, and in October, 1S67, the County Crout declined also to lend its aid. But the friends of the road wcn^ on with the work.

Jan. 18, 1868, S. D. Kennady and John T. Brooks reported the results of a reconnoissance along the proposed route of the road, which were very encouraging to the enterprise. In February the directory employed N. M. Lloyd as their chief engineer. May 6, James Weir was elected President; A. L. Ashby, Secretary and Collector; W. B. Tyler; Treasurer. The other directors were S. M. Wing, C. Riley, Benj. Bransford, S. D. Kennady, F. L. Hall, W. A. Hickman and Clinton Griffith. S. Gordon was employed as surveyor. Stockholders were at this time slow in paying their assessments (which were generally five per cent.), and much exhortation was resorted to by the officers and friends of the enterprise.

June 17, 1868, Chief Engineer Lloyd reported in detail the estimated cost of the two proposed routes to Bussellville, making that via Calhoon $1,059,554, and that via Livermore $979,872; distance via Calhoon, 47.36 miles, and via Livermore, 41.81 miles; the cost through Daviess County, by the first named route, $188,196; by the other, $232,956. Sept. 8, the directors accepted the Livermore route, as the people on that line, especially of Livermore Precinct, paid more on the stock. By November a sufficient amount cf stock had been paid in to insure the completion of the road to Greenville. Feb. 27, Logan County voted $500,000 for the road, and other friends proposed to add $100,000 more. At this time all the people along the route were considerably interested, expecting the road to be bnilt as far at least as Bowling Green. By the last of April $1,425,485 had been subscribed, but some of this was conditional; and the reason that grading had not commenced long before was, the directory felt in honor bound to wait a reasonable length of time for the people to say how much they would give for tlie different routes, so that the line could be precisely located, the highest bidders to win. On the third of May, 1869, however, grading commenced on the Livermore route.

In the Monltof of June 23, 1869, appeared a very careful, detailed statement of the resources of this county, and of the maturity of the bonds of $250,000 voted, interest, etc., by which any one could foresee to the end all the pecuniary responsibilities of the enter})rise.

In the Monitor of June 8, 1870, Mr. Weir published a full statement of the condition of the road and of tlie history of the various contracts.

At this time the line had not been located south of Green River, owing to the unsettled condition of some of the subscriptions along the route.

July 14, 1870, the fine locomotive "Jo Daveiss, " was landed at the Owensboi'o wharf. It was built at the Baldwin works, Philadelphia, at a cost of $11,325, and weighed 49,000 pounds. On its being landed here a large assembly of the citizens gathered at the wharf to welcome the friendly stranger. On this day other equipments for th'^, road^'arrived.

Feb. 15, 1S71, a fine passenger coach, built at Jeffersonville, reached Owensboro, to be placed at once on the road. March 2, the first excursion was given, which carried the passengers over fourteen miles of road, Mr. Ashburn being the engineer. At this time track-laying was progressing at the rate of half a mile a day. April 14, an excursion of about 600 ladies and gentlemen was made to Livermore - this constituting the formal opening of the road for business to that point. The excursion was a grand and joyful picnic, unmarred by accident.

In October, 1871, President Weir contracted for the graduation of the entire route through Logan County, from the Muhlenburg County line to the Tennessee State line - a distance of thirty miles.

In the Monitor of Feb. 7, 1872, an anonymous correspondent announced as news that the Owensboro & Russellville Railroad was but a link in one of the most important north and south lines of railroad in the United States - a line from Chicago to the Gulf of Mexico, through the best part of the couhtry.

The road was completed and put in operation under the super vision of the following efficient Board of Directors: James Weir, President; R. S. Bevier, Vice-President; Robert Browder, George R. Bibb, S. D. Kennady, J. W. Belt, D. M. Griffith and Camden Rilev.

July 31, 1872, President "Weir published to the stockholdera the condition and prospects of the road. He had employed a steamer to run in the pool on Green River, between the town of Calhoon and the mouth of Mud Hiver, a distance of fortj'^-seven miles; but the boat could not be retained. The business of the road up to this date had been very good, even exceeding the anticipations of the board. The road was now running to Stroud City, making connection with the Elizabethtown & Paducali Railroad. Up to Oct. 1, 18T2, there had been expended in tlie construction of the O. & K. Road, $1,406, 118. The money market being somewhat stringent in this country, the bonds were sent to Europe.

In the Monitor of Jan. 29, 1873, President Weir published again the condition of the railroad, showing that all went on economically, and satisfactorily to all who knew the facts, notwithstanding tlie carping criticisms of sundry anonymous correspondents of the press. From Owensboro to Livermore the road and its equipments, including machine-shops, depots and station-houses, had cost $355,422.75; iron bridge over Green River, $106,827.62; from Livermore to the junction with the E. & P. Road, fifteen miles, $399,084.87; from the last point to the northern line of Logan County, eighteen miles, $238,185.87; from thereto the Tennessee State line, thirty-two miles, $344,982,54. From the junction to the State line the road was not completed; and it was estimated that $90,000 more would prepare it for track-laying.

About these times (1873) tlie well-remembered stringency of business set in, and all railroad construction throughout the LTiiited States ceased. Scarcely anj'thing. therefore, was done on this road, much less on any other route, until 1878, when another m.ovemont was inaugurated for completing this road to Russellville. The road had already, during the seven years of its existeTice, reduced freight? from Louisville to about two thirds or less, u'ld during that time Owenshuro had about doubled in population and wealth. These facts served as a foundation for the propriety of voting an additional tax to finish the road, but of course this movement met with some op])osition. The proposition, however, to vote an additional tax of $50,000 upon the city of Owensboro, was carried on June 1, 1878, by 7.o() votes, this number being ninetv-thruo more than the requisite majority of the qualified

.May 13, 1^71', this road was sold to the jS^ash\-iile, Chattanooga tVr St. Louis lluilway Coni|iany. by T. S. Anderson, and new life v,-as infused into the entei-jirise, as the new ci.)inpany signified their iiitentii»n to run a line to Yincennes, and thus connplete a trunk line to Chicago. About the middle of July trains were again staried under tlu' 'nianagenicnt of Vice-President Anderson; E. v'ulveihciUfe, Sujicrintendent. The track was put in good condition vluring -Vugust and September. But in a few short weeks, naiiieiy, in . I aiiuary following, the ]S'., C. &. St. L. road fell into the liands of the Louisville S: Nashville Railway Company, who were interested in building nii Louisville at the expense of both Cwensboro and Ciiicigo. Tiiis couj:? (Vetat was accomplished by the intricate manipulations of stt>ck in New York. A full account is given in the Oweiisboro Mi:Si<enger and Examiner of Jan. 23, ISKO. Colonel E. W. Cole, of Nashville, and President of the N.. C. Aj St. L. Tl. li. Co., fought bravely against the transfer, but was tinnlly defeated.

I'.i the spring of 18S0 tlic "Evansville, Owensboro & Nashville Icaiiroad Company" went into bankrui)tcy: J. Z. Moore, of ()wensl>oro. Kegister. Go\-eru(_n- Porter sncceeded Colonel Cole as President oi' the Nashville, Chattanuoga A: St. Louis Railroad, and I'.oj^es still lingered in tiie liearts of the people along the line of the O. 6i N. Tload that the track would soon be completed, at least to Nashville, orRnssellville; but these hopes were "deferred,'' until the ]Hi1")lic " iieart was made sick," and tired out with thoughts of suspense concerning the matter. Suspense has now grown into a dead negation, with the Owensboro & Nashville Railroad ending at Ricedale, forty-four miles from the former city.

During tlie year 1881 it was decided by the courts that Owensboro's over issue of bonds was illegal. This municipality liad issued bands to tlie amount of $320,000 to secure the $250,000 cash authorized.

The iate Railroad Commission recently levied a tax upon this road, and the company refused to pay it, on the ground that the road was unfinished, while the franchise was it should remain untaxed until "finished.'' The State, therefore, sued the company in the Franklin Circuit Court, and obtained a verdict in its favor; but the company has taken the case to the Court of Appeals.

Tlie Legislature of 1881-'2 passed a bill requiring the L. & N". Co. to complete the O. & N. Road to Nashville within two years or forfeit their charter. The company refused to give guaranties that they would complete the track in that time; and the prospect now is that the road will have to be sold again, and a new commencement made.

Colonel R. S. Bevier, formerly of Rnssellville, but now of Owensboro, has been a zealous and hard-working friend of this road from the commencement, and is now the efiScient and popular President of the Company.

As yet there is but one railroad in Daviess Caunty, but of course several others have been proposed, notably the route from Louisville direct to Owensboro along the south side of the Ohio River, whicli has been called by various names; as, the Louisville, Cloverport & Western Railway; Louisville, St. Louis & Texas, etc. In 1881 a narrow-gai;ge track was projected on this route, and subscription books opened for its construction. In Owensboro Messrs. Griffith, Bransford and Powers had charge of such books, for raising $25,000; but the people along the line did not rally to its support as zealously as was hoped. At the present time - the win ter of 1882-'3 - a renewed effort is being made to interest the people in a standard gauge road on this route.

In April, 1882, a meeting of the directors was held in Owensboro, which determined to push the survey of the route to a point opposite Shawneetown, 111., and to facilitate the survey and provide for the maps and profiles and necessary expenses; subscriptions to the stock were ordered to be opened at once at Henderson, Uniontown, Morganfield, Owensboro, and along the rest of the proposed route, five per cent, of this subscription to be payable on demand after ten days, and the remainder upon the completion of the road.

As to the location of the line between Cloverport and Owensboro, there were (and are still, February, 1883) two routes of equal ad vantages - one by Pellville and Knottsville, and the other along the river. Tlie first mentioned is the sliorter route by seven miles, hut the location of the line will probably ho made dependent upon Llic liberality of the citizens aloii:^ the resi)ectivc; routes.

Since the year 1872 the question of buil^liu:;- a track from Oueiisboro to Vincennes luis been consiilerably a^-itated, James 0. iiiidd. of this city, takinj^ a leadini;- ])ai't. lu 1873 a company v,:s .irii-ani>;ed, and the tidvantages of such a ruad set forth, by ariiijies in tlie newspapers, accouuianied with mii]j5, etc., showing tlio mutual benefit to Owensboro and Ohicai^o that would certainly a('i.TU(\ Tobacco, whisky, coal, etc., would by it find an outlet to fiii-ii^-n ]K)rt$ by way of the lakes; and even Chicago itself would i'v' a considerable consumer of Daviess County ]iroduce. It is, ihiiiM'd, a much needed road, but there is a '- hitch" somewhere, iicrhaps made by rival cities.

.\ line has been talked of running from Ltichmond, Ya., througli ()uent.l)oro to ('airo. 111.; also, from Owensboro to llockport. In I'--'"! till', latter was a part of the line called the " Owensboro, !i(i:Kp->i't A- Seymour Railroad," which was designed to run on to i O. Indeed, a great deal was done tow;'.i-d commenc- .;'.'; 11. irk, but local aid was not :~ufli(!iently I'orthcomiug.